Flying-machine.



J. A. WARRICK.

FLYING MACHINE.

APPLICATION FILED 511m. 23, 1910.

v Patented Apr. 9, 1912.

4 SHEETS-SHEET 1.

COLUMBIA PLANDQRAPM cm, WASHINGTON. D. c.

J. A. WARRIGK.

I 7 FLYING momma.

4 v APPLICATION I'ILED 83131223, 1910. 1,022,903, Patented Apr. 9, 1912.

4 SHEETS-SHEET 2.

COLUMBIA PLANOGRAPH CO.,WASHXNGTON D 6 J. A. WARRIGK. FLYING MAGHINE. APPLIOATION FILED SEPT. 23, 1910.

Patented A r; 9, 191 2. 4 SHBETSSHEET 3 5: V. rV/ 7//////// ii g J. A. WARRICK.

FLYING MACHINE. APPLIOATION FILED SEPT. 23, 1910.

Patented Apr. 9, 1912.

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he mm N w mo R w a WA m 0 NM R m w m hm aw COLUMBIA FLANOGRAPH CO.. WASHINGTON. D. c.

JOHN A. WARRICK, 0F CHICAGO,-ILLINOIS.

FLYING-MACHINE.

Specification of Letters Patent.

Patented Apr. 9, 1912.

Application filed September 23, 1910. Serial No. 583,404.

T 0 all whom it may concern:

Be it known that I, JOHN A. WARRIOR, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Flying-Machines, of which the following is a specification.

This invention relates to flying machines of the aeroplane type; and has for one of its objects to provide a machine that will automatically maintain a proper equilibrium under all ordinary or normal conditions in flight.

Another object of the invention is to provide means for attaching the plane to the carriage and means for controlling the action of the various parts, as will be hereinafter described in detail.

Another and general object of this invention is to provide a machine of this character that shall be controllable at all times without depending on the forward speed. In the following description and accompanying drawings, the same parts are designated by the same reference characters throughout.

Figure 1, is a plan. Fig. 2, is a front elevation. Fig. 3, is a side elevation looking at the right side of the machine. Fig. 4, is a vertical section on line 4, Fig. 2. Fig. 5, is a section on line 5 Fig. 4, giving a plan of the carriage. Fig. 6, is a detail of construction. Fig. 7, is a vertical section on line 7, Fig. 4. Fig. 8, is a diagrammatical view in perspective of the tail parts. Figs. 9 and 10 are detached details of construction.

In the form of aeroplane construction here shown, there is a large or main plane A. Fig. 1 shows this plane which is curved laterally in approximately a segment of a circle, anteriorly preferably in a modified parabola with the short part of the curve forward. This plane is approximately double the width from front to rear in the middle than it is at either end, and is the supporting plane of the'machine. are two other smaller fiat planes a horizontal plane B and a vertical plane C, that are more especially intended, for steering and balancing purposes. The carriage or mainsupporting frame consists of a number of long spars, 11, 12, 13, the companion sills 14 and 15, the connecting frame parts 16 and 17, a mast composed of four corner posts 18, and all properly stayed and trussed, as best shownin Figs. 2,3, 4, and 5.

There- The posts forming the mast are supported from the sills 14 and 15 and converging therefrom are rigidly secured together at the upper ends. The carriage also provides a support and attachment for the two small steering planes B and C in the rear, for the engine 19, the propeller 20, the landing wheels 21 and the operators seat 22. The front ends of the spars 11 and 12 and the sills 14 and 15, are connected to the front landing wheel axle 23; the rear wheel axle 24 being inserted in the corresponding parts of said sills.

Reference is now' made to a movable truncated cone-shaped skeleton truss-frame, which forms one of the most essential parts of this invention. The free swinging base of this truss consists of approximately a square bar-frame 25 and a cross-bar 26, as best shown in Figs. 4 and 8. From the respective corners of the base 25,'truss framerods 27 extend upward, gradually inclining inward and pass through a plate 28 mounted on the upper ends thereof and resting on shoulders 29 formed on the rods 27, as best shown in Fig. 6. A pivotal bearing-box 30 is formed on the underside of plate 28 and in which is seated a ball forming a universal ball and socket joint 31 mounted on a stem 32 secured in the top of the mast. This universal joint located in the apex of the trussframe and from which the same is suspended, allows for a free forward and back movement and a lateral movement in the direction of either side. main plane A is made up of a number of parts. The longitudinally disposed bars D, indicated by dotted lines in Fig. 1, have their inner enlarged ends 33 inserted between companion plates 34 mounted on the upper ends of truss-rods 27 and tightly clamped together by nuts 35 threaded on the upper ends of said rods, as best shown in Fig. 6. By this means the inner ends of the frame-bars D are firmly secured to the movable truss-frame against the possibility of accidental displacement. The frame part is further strengthened by a curved bar D The bars D diverge from the center outward and have their respective spread ends secured to the transverse end bars E. The ribs F of the frame extend transversely and are disposed at intervals, as indicated by dotted lines in Fig. 6. One of the two center ribs F is shown in Fig. 5. The respective ends of the ribs F are secured to the front edge The frame-work of the bar 36 and the rear edge bar 37. The flexible covering G of plane A may be of any suitable fabric. A number of strut-wires 1-1 have their inner ends attached to the base of the movable truss-frame, their outer ends connecting with some of the transverse ribs F. The cross-bar 26 does not connect directly with the bars of the truss-frame, but has, sleeve bearing boxes 38 and 39 formed on the respective ends thereof, which are loosely mounted on front and rear bars 40 and 41 of the truss-frame base composed of bars 25, as best shown in Fig. 8. The crossbar 26 is positioned between two vertical guide-bars 42 and 43 framed in the mast posts 18 at opposite front and rear Sides, as best shown in Figs. 4 and 7. This arrangement provides for a lateral. movement of the truss-frame but holdsthe crossbar 26 against a corresponding movement. On the lateral shifting or swinging movement of the truss-frame, either to the right or left, the bars 40 and 41 slide in the bearing sleeves 3S and 39. This arrangement also provides for a forward and backward movement of the trussframe, as the crossbar 26 can move endwise between the retaining guide bars 42 and 48. A locking hand screw 44 is inserted down through the sleeve 38 (Fig. 9) and has a clamping bearing on the bar 40 of the truss-frame in locking the same against a lateral movement and hold it at any desired point in practical working. The cross-bar 26 is provided with a number of holes 45 (Fig. 10) with which the upper end of a locking-rod 46 is adapted to engage in holding the truss-frame against a forward and back movement. The rod 46 is provided with suitable guides to allow for a vertical movement and has its lower end 47 (Fig. 4) turned backward at right angles within convenient reach of the foot of the operator.

It will be understood that the truss-frame surrounds the mast, and that the object of this construction and arrangement is to enable the operator to grasp the lower part of the truss-frame and by pushing it forward to elevate the front edge of the main plane, thus increasing its angle of incidence against the air and also shifting the center of buoyancy forward, thereby increasing the lifting force of the air in order to cause the plane to rise. By drawing the truss-frame backward toward himself, the operator deflects the front part of the plane, causing the air to impinge more strongly against the upper curved surface of the plane and also shifting the center of buoyancy to the rear and thereby causing it to descend.

A spring 48 on the locking-rod 46 serves to retain the rod in its normal locked engagementwith the cross-bar 26. When the truss-frame is to be manually shifted for ward or back, the operator disengages the rod from its locking position by a foot pressure on the lower angle end 47. When the foot pressure is relaxed the spring 48 automatically returns the rod 46 to its locking position and holds the truss-frame against a for ard or back movement. The side balance of the machine is maintained by moving the truss-frame laterally. When the truss-frame is moved to the right, the left hand end of the plane will be depressed and when moved to the left the right hand end will. be depressed. hen no lateral move ment is required the operator tightens up on the hand screw 44.

The operation of the small or steering planes, which might be termed the tail of the aeroplane, will be described next.

The horizontal plane B, Figs. 1, 3, and 8, is used to assist in the movement of the main plane in causing it to ascend or descend. The movement of the plane 13 is controlled by two flexible cables 49 and 50. The front end of the cable 49 is attached to the front end of cross-bar 26 of the truss-frame, as

at 51. The cable 49 then runs upward and backward and is guided by rollers 52 (Fig. 8) secured to the mast posts, as shown in Fig. 4. The cable 49 branches, as at a, the branch 53 passing through the upper end of a spreader 54 and is secured to the rear edge of the plane B, as at 55. The branch 56 of cable 49 passes through the upper end of a companion spreader 57 and is secured to the rear edge of the plane B. The front end of cable is attached to the rear end of crossbar 26 and then leads up and backward over guide rollers 58 and branches as at Z), the branch 59 passing through the lower end of spreader 54 and underneath the plane B and is secured to the rear edge thereof in line with the corresponding end of branch 53 of cable 49. The branch 60 of cable 50, passes through the lower end of spreader 57 and underneath the plane B and is secured to the rear edge thereof in line with the corresponding end of branch 56 of cable 49. The crossing of the cable branches insures a positive action and proper movement of the plane 15 coincident with and responsive to the manual movement of the truss-frame. hen the operator moves the truss-frame forward in raising the front edge of the main plane and shifting the center of buoyancy forward at the same time, the cable connection 49 automatically raises the back edge of the plane B, causing the rear part of the machine to descend and the front part to rise so as to gather more lifting resist ance, the whole machine will swoop upward. hen the operator draws the truss-frame backward, the cable 50 will depress the rear edge of plane B and cause the air to impinge against the under surface thereof and lift the tail of the machine, and as the main plane is now depressed at its front edge so lSO cured to the rear edge of plane C in line.

that the air impinges against its upper' curved surface, the machine will swoop downward. act-ion of the truss-frame when moved forward or backward through the guides in the mast and the action of the universal ball and socket joint 31, causes the front edge of the main plane to rise and fall and the tail plane, through its cable connections, to automatically move to assist the main plane and cause the machine to ascend or descend at the will of the operator.

The vertical tail or steering plane C is controlled and actuated through the flexible cable connections 61 and 62. The branch 63 of cable 61 passes through one end of a spreader 64 and over one side of the plane G and is secured to the rear edge thereof, as at 65. 'The branch 66 of cable 61 passes through one end of companion spreader 67 and over the same side of the plane C and is secured to the rear edge thereof as at 68. The branch 69 of cable 62 passes through one end of spreader 64 and is secured to the opposite side and rear edge of the plane C in line with branch 63 of cable 61. The branch 70 of cable 62 passes through one end of spreader'67 and is so} with and on the opposite side from that of branch 66 of cable 61. The main part of cable 61 passes forward around a guide roller 71, secured to the mast and leading off laterally is attached to the under side of the main plane to the right of the center, as indicated by dotted lines in Fig. 1. The cable 62 passes forward around a guide roller 72 secured to the mast and leading off laterally is secured to the underside of the main plane to the left of the center, as indicated by dotted lines in Fig. 1.

In practical working, when the operator wishes to turn tothe left he moves the truss-frame to the left, thereby causing the left hand side of the main plane to descend. At the same time this movement exerts a pulling strain on cable 61, which is secured to the right hand sideof the main plane, and drawing the rear edge of plane C to the left and causing the air to impinge against the left hand side and swing the machine around to the left. Should the operator wish to turn to the right, an opposite movement of the truss-frame will strain the cable 62 into drawing the plane 0 around to the right and cause the machine to turn in the same direction. These movements are not for the sole purpose of steering or turning the machine but are also used in preventing the machine from tilting to either side.

It will be understood from this arrangement and description that the peculiar formation of the car support, comprising the long spars extending rearward to support the tail or steering plane, the posts form- Thus it is explained how the.

ing the mast, the main plane, the actuating truss-frame suspended from its apex by a universal joint, and the other framing-parts constitute the principal features of'this invention. The mast is provided with guides and a cross-bar to prevent the inclosing cone shaped truss frame from turning around the mast, but permitting the said frame to have a pendulum-like motion in two directions at right angles to each other, that is, forward and return, and to either side. Thus it will be understood that by this construction the operator is enabled to keep the flight of the machine under complete control by .aproper manipulation of the truncated conical truss-frame.

The engine shaft 7 3 is provided with suitable journal bearings and has a belted power transmission with the propeller shaft 74 journaled and supported at its forward end in a frame 75; the rear end having a journal bearing in the mast, as best shown in Fig. 4.

In designing this aeroplane, the operator, the engine and car are placed bodily below the major part of the supporting frame,

thus locating the center of gravity below the center of buoyancy, which is at or near the universal joint bearing in the apex of the truss-frame.

The main supporting frame is of unusual design, being extremely wide in the center and comparatively narrow at the ends. It is curved in approximately a segment of a circle from tipto tip, for two reasons: Firstso that when the truncated cone-shaped truss is pushed forward in its pendulum-like motion the center of buoyancy is shifted toward the front, and when drawn toward the operator, the center of buoyancy is shifted backward. Secondin order that side winds may not easily destroy its balance. Should a side wind strike the machine, the side next to the wind will be thrown upward, so as to meet the wind squarely with its edge while the opposite side of the machine will be depressed, thus meeting with a greater lifting force of the wind, thereby causing the machine in a degree to right itself. This lateral curved construction of the main plane, while making the machine better able to cope with side winds, would flight these pendulum-like swings of the truncated cone-shaped truss, instead of cans ing the main plane to shift, owing to the buoyant resistance of the air would have the effect of swinging'the car forward and &

back or to either side, thus shifting the center of gravity from under the center of buoyancy, which would gradually cause the main plane to assume the motions heretofore described.

The propeller 20 is located at the center of forward resistance of the machine against the air.

I have designed this aeroplane so that a propeller of unusual length may be used as it is well known that the length of the propeller blades largely determines its efficiency.

Having thus described my invention, what I claim is 1. In a flying machine, the combination with steering and supporting planes, of a plurality of spars, the companion framingsills, a cone-shaped mast supported from said sills, a movable cone-shaped controlling truss-frame supported upon and surrounding said mast and adapted to be manually operated by the passenger in the car, flexible connectors between the frame and the planes, whereby to control the flexing of the planes, and means for holding the said connectors in divided relation.

2.'In a flying machine, the combination with steering and supporting planes of a cone-shaped truss-frame, suspended from its upper end on a universal joint bearing, a cross-bar connected to the front and rear basebars of said truss-frame by sleeve bearings through which said base-bars are free to slide, means for locking said cross-bar against a lateral movement but permitting of a forward and backward movement with the trussframe, and flexible connectors between the frame and the planes.

3. In a flying machine, a mast, a trussframe surrounding said mast and pivotally supported on the upper end thereof, a crossbar having sleeve-bearings on the respective ends thereof and which are mounted on the front and rear base-bars of said truss-frame, guides framed in said mast and between which said cross-bar is located in preventing a side movement of the latter, means associated with said cross-bar for locking the truss-frame against a forward and backward movement, and flexible connectors between the frame and the planes.

4. In a flying machine, the combination with steering and supporting planes of a mast composed of a number of posts diverging at the base and joined together at the top, av swinging cone-shaped truss-frame surrounding said mast and supported thereon, guides framed in said mast, a cross-bar having a number of apertures therein and inserted between said guides and having its respective ends loosely mounted on the front and rear base-bars of said truss-frame, and means for engaging the apertures in said cross-bar, whereby said truss-frame may be locked against movement, and flexible con nectors between the frame and the planes.

5. In a flying machine, the combination with steering and supporting planes, of a coneshaped truss frame capable of swinging movements in different directions from the upper end thereof and adapted to be manually operated by the passenger in the car to present the necessary varying levels to insure the stability of the machine when in flight, a mast supporting said truss frame, a main supporting frame rigidly mounted on the apex of said truss frame, and flexible connectors between the frame and the planes.

6. In a flying machine, the combination with steering and supporting planes of a mast, a manipulating truss-frame surrounding and supported therefrom, steering and balancing tail mechanism, consisting of a horizontal plane and a vertical plane, flexible operating cable connections between said truss-frame and said planes, the rear ends of said cables being divided and branching off and attached to said planes at different points, and means for retaining the branch ends of said cables in their divided relation.

7. In a flying machine, the combination with steering and supporting planes, of a vertical mast, a cone-shaped frame, a balland-socket joint connecting the frame to the top of the mast, and connections between the frame and the planes whereby the movement of the former controls the position of the latter.

8. In a flying machine, the combination with steering and supporting planes, of a vertical mast, plane controlling means sup ported on the mast, a cross bar and guides connecting the mast and the plane controlling means to prevent the twisting of the latter.

9. In a flying machine the combination with steering and supporting planes, of controlling means for the planes comprising a vertical mast, a cone-shaped frame pivoted at its apex on the mast and adapted to be manually operated by the passenger in the car, whereby to control the position of the main supporting plane and the steering planes to present the necessary levels to the air to maintain the stability of the machine, and flexible connectors between the frame and the steering and supporting plane.

10. In a flying machine, the combination with steering planes, of a laterally curved supporting plane provided with a central aperture, said supporting plane being flexible thereby to present varying levels, of a vertical mast, a cone-shaped controlling frame pivoted at its apex upon the mast, and connectors between the frame and the supporting plane, whereby the movement of the frame will flex the plane.

11. In a flying machine, the combination with steering and supporting planes, of a carriage, a vertical cone-shaped mast mounted on said carriage, a cone-shaped controlling frame for the planes pivoted upon and surrounding said mast, and flexible connectors between said cone-shaped plane and the frame.

12. In a flying machine, the combination with steering planes, of a mast, a cone shaped frame pivotally mounted upon said mast and adapted to be manually operated by the passenger in the car, flexible connectors between the frame and the said steering planes whereby a movement of the cone-shaped frame will cause a movement of 15 JOHN A. WARRIOK.

Witnesses:

A. H. STANTON, G. E. CHURCH.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G. 

